Railway-traffic-controlling apparatus



MME? 7, W H. A. THUMFSQN RAILWAY TRAFFIC CONTROL'LING APPARATUS' FiledJune 25, 1927 2 Sheets-Smm. l.

May 7, 1929. H. A. THoMPsoN RAILWAY TRAFFIC CONTROLLING APPARATUS 2Sheets-Sheet Filed June 25, 1927 www NQ, NNN

INVENTOR lllIWA'RD A. THOMPSUN, F EDlB-Ellill GGRPRATEGN OIEPENNSYLVANIA.

RAILWAY-TRAFFIC-CONTRIJlLllii'G- Applcatiogl led nlune 25, 192'?.

My invention relates to railway traiiic controlling apparatus andparticularly to 'apparatus et'. the type comprising train earriedgoverning means controlled by energy .t received from the trackway. Moreparticularly my present invention' relates to the traclrway portion ofsuch apparatus.

l. will describe two forms of trackway apparatus embodying my invention,and will then point out the novel features thereof in claims.

ln the accompanying drawings, Fig. 1 is a diagrammatic view illustratingone form ot trackway apparatus embodying my invention. Fie. 2 isadiagrammatic view showing a modified form of the apparatus illustratedin Fig. 1 andl also embodying my invention.

Similar reference characters refer to similar part-s in both views.

Referring first to Fig. 1, the reference characters 1 and 1a designatethe track rails et a stretch of railway traclcover which trafficnormally moves in both directions. rlhese track rails are divided, bmeans of insulated joints 2, into a plura ity ofsuccessive tracksections, only one of which 1i-MC is shown in the drawing. This sectionis further divided by means rf insulated joints 2 to form twosubsections A-B and BMC.

The stretch ot track shown in the drawing is intended for use in arailway system using electric propulsion, and for this reason impedancebonds 3 of the usual and well known form are provided at each pair ofinsulated joints for the purpose ofl conducting propulsion currentaround such joints. 'llhe apparatus of my invention is equally wellsuited for use on a steam road, in which case the bonds 3 would, ofcourse, be omitted. x

Eastbound traiiic through the stretch of track shown in the drawing isgoverned by two signals S and S3 located adjacent points A. and C,respectively. and 'westbound traffic through this stretch of track isgoverned by two other signals Si and S" nlocated at points C and A.respectively. The signuls S may be ot any suitable form and as hereshown are of the semaphore type each tie-nai no. seinen.

, but arranged to indicate stop when an easthound train occupies sectionlf-tl, the iai ind eating caution when such train moi. section A-C, andthe signal indie: L y;

ceed when the train has moved out, el the section 'to the right. etpoint C. liar out et thermore, signal S1 indicates stop when a iwestbound train passes the lirst passing siding to the right et point Cand remains at stop at least until such train has passed signal S1. Theoperation of each et the remailling signals is similar to the ope 'ationof signal Si and will be understood Without further explanation. Each etthe signals S and S4 operates two circuit controllers designated by thereference characters and W respectively with suitable (listinn guishingexponents and each arranged to he closed only when the cerresiiiondingsignal indicates caution er proces f Associated with subsection ,lim-llis u track relay RA having two windings lil and 9, one ot which. 8 isconstantly connected across the rails adjacent the lei't-lui nd end, ofsub-section jle-l. The rennaining` wind ing 9 et relay ll^ is constantlysupplied with alternating current el? one frequency from a suitablesource of energy such as an all r nator 7 over line wires 4l and Ll". lnsimi lar manner; sub-section B- is provided with a track relay il havinga 'Winding tl connected across the rails adjacent the right.- hand endof the subsection, and havin also a second winding 9 constantly supplie4with alternating current over line wires ll 'and l".

Associated with each of the trach relays ll is a repeater relaydesignated by the rel erence character l) with an exponent eorrespondingto the location. 'llhe relays ll are connected in series in a circuitwhich muy be traced from line wire a? through wires 12.v 13 and lll,Winding of relay llt, wire 15, iront contact lli of relay litl, wire l?,front Contact 18 of relay RC., wire lll,

lil

titl

lill

winding of relay PC, and wires 20 and 21 to line wire 4. It followstherefore that when relays RA and RC are both energized, relays PA andPC are also energized but that the de-energization of either of thetrack relays R will result in the de-energization of both of therepeater relays P.'

Alternating train controlling current, which in thepresent embodiment ofmy invention is of a. different frequency from the current supplied toline wires 4 and 4, is at times supplied to the rails of each subsectionand is at times supplied to auxiliary conductors J one of which isprovided in the trackway adjacent each end of each track sec.- tion.Referring particularly to the condut tor JA located adjacent theleft-hand end of' section A-C, this conductor is constantly connectedwith the secondary of' a transformer FA in series with the winding of achecking relay GA. The primary of transformer FA is provided with acircuit which may be traced from a suitable source of energy such as analternator 6 over line wire 5, wires 22, 28, and 29 primary oftransformer FA, wire 30, back contact 26 of relay PA.

Wire 27, and line wire 5a back to alternator 6. It follows that wheneverthe repeater relay PA is de-energized, as by de-energization of eitherof the relays RA, RC, alternating train controlling current is suppliedto the primary of transformer FA and that train controlling current istherefore supplied to the auxiliary conductor JA and to relay GA.

The supply-of train controlling current to auxiliary conductor JCadjacent the righthand end of section A-C, and to the checking relay GCis controlled by relay PC in a manner similar to that just described inconneetion with the control of the supply of current to relay JA byrelay PA.

A second track relay QA has one winding 10 connected across the rails inparallel with relay RA. A second winding 11 on relay QA is at timessupplied with alternating current of train controlling frequency over acircuit which may be traced from line wire 5, through wires 22 and 23,winding 11 of relay QA, wires 24 and 25, back contact 26 of relayPA, andwire 27, to line wire 5. lVinding 11 of relay QA is, therefore energizedonly when relay PA is ele-energized, underA which conditions the relayis responsive to alternating current of train controllingfrequencypresent in the trackway. The control of relay QC locatedadjacent point C is similar to the control of relay QA, and will beunderstood from the drawing without detailed explanation. The section tothe left of point A is provided with a line relay HA and the section tothe right of peint C is provided with a line relay HC, these line relaysare controlled in accordance with the y usual practice in absolutepermissive block these relays forms no part of my present invention, Ihave omitted the control circuits from the drawing for the sake ofsimplicity. For the purpose of the present disclosure it is sufiicientto state that both line relays HA and HC are normally energized. When aneastbound train leaves the first passing siding to the left ofl sectionA-C, relay HA, which governs westbound traffic, becomes dc-l energizedand remains in this condition at least until the train has passed pointIA. Similarly, when a westbound train leaves the first passing siding tothe right of point C, relay HC, which governs eastbound traffic, becomes(lc-energized and remains in this condition at least until the trainpasses point C. Furthermore, relay HA is tlc-energized when a westboundtrain occupies the first or second sections to the left of point A, andrelay HC is de-energized when an eastbound train occupies the first orsecond sections to the right of point C.

The supply of train controlling current and of track circuit current tothe rails adjacent the left-hand end of sub-section l- C is controlledby an auxiliary relay D which is provided with a circuit from line wire4, through wires 12 and 34, contact 3536 of circuit controller W, wire38, front contact 39 of relay HA, wire 40, front contact 41 of rela RA,wire 42, front Contact 43 of rclay GA, wire 44, winding of relay D2,wire 45, back contact 46 of relay QC, wire 47, back contact 48 of relayRC. and wires 49, 5() and 21, to line wire 4A. It will be plain,therefore, that relay D2 is energized onlv when signal S* indicatescaution or proceed, when relays HA, RA and GA are energized and whenrelays QJ@ and RC are (le-energized. A track transformer T2 has itssecondary constantly connected with the rails adjacent the left-hand endof sub-section B-C. A train controlling transformer ICQ, also has itssecondary connected across the rails adja cent the lett-hand end ofsub-section B-C. vWhen relay D2 is (lc-energized the primary of tracktransformer T2 is connected over back contact 51 of relay Dg with linewires 4 and 4, but when relay l): is energized, the prin'lary oftransformer E, is connected over front contact 52 of relay l)' with linewires 5 and 5. It f'oilows therefore that the left-hand end ofsub-section B-C is supplied with track circuit current or with traincontrolling current according as relay D2 is dc-energized or energized,respectively.

A second auxiliary relay D is provided with a circuit similar to thecircuit already traced for auxiliary relz-y D'3 and serves to selectbetween transformers T" and l", adjacent the right hand end ofsub-section A-B in the same manner as relay D2 selects betweentransformers T2 and Enz.

Train controlling current is at times supllO by closing at back contact55 thereon, the primary circuit for transformer E". Train controllingcurrent is, therefore supplied to the rails adjacent the left-hand endof subsection A-f-B, but it should be noticed that the polarity of thecurrent supplied to the primary l() under these conditions is of theopposite polarity supplied to this winding by transformer EB1 and therelay is, therefore held in its de-energized position. The train,therefore proceeds 'through the section under a proceed indication. Thede-energization of rela R" interrupted the circuit for relay D2 which isnow open to supply track circuit current to the rails of subsection B-C.When the train leaves subsection BC, therefore, the current supplied torelay RC energizes relay RC and restores the apparatus to its normalcondition. When the train moves out ofsub-section A-B, track circuitcurrent from transformer T, energizes relay RA. Relay RC is alreadyenergized so that relays P^ and PC pick up, and restore the apparatus tothe condition corresponding to an unoccupied section.

I will next assume that a westbound train occupies the section to theleft of point A, and that a following train enters section 15x-(1l Underthese conditions, circuit controllers V4 and W* and relay HA will bedeenergized so that the relay D2 does not pick up when the followingtrain enters subsection B-C. No train controlling current is supplied tothe rails of the sub-section from a point in advance of a followingtrain and the engineman ofl this following train must thereforeacknowledge to prevent an automatic application of the brakes. When thefollowing train enters sub-section A-B,'1clay R^ becomes de-energized asbefore, but the primary circuit of transformer EA is open at circuitcontroller V* and front Contact 57 of relay'HA, so that no traincontrolling current is supplied to the rails at the left-hand end ofsubsection A-l Conductor J^` is energized, however, so that when thetrain passes this conductor the engineman must again acknowledge toprevent an automatic application of the brakes. It should be pointed outthat should any defeet occur in the auxiliary conductor JA, rclay GAcould not be energized. The circuit for relay D2 is carried over a frontcontact of relay GA and it follows that if any fault should occur in thecircuits by means of which train controlling current is supplied to theauxiliary conductor J relay D2 could n'ot bc energized. The apparatustherefore insures that the circuits for conductors J`^ are intact ifrelay D2 becomes energized to supply train controlling current tosub-scction B-'C.

If an eastbound train is located between point A and the first passingsiding, to the left of this point, relay HA will be (lc-energized andcircuit controller V^ will be o ien. Under these conditions, no traincontrol ing current can' be supplied to the rails of section A C and theengineman must acknowledge as he passes the auxiliary conductor JA toprevent an automatic application of the brakes.

The operation of the apparatus for eastbound trains is similar in allrespects to the operation just described in connection with westboundtrains and it will be understood from the drawing without furtherexplanation.

In certain types of train controlling .systems the traekway is :it timessupplied with alternating train controlling current which isperiodically varied at different frequencies in accordance with tratlicconditions and the train carried governing means is selectivelyresponsive to the frequency of such variations. The apparatus`illustratcd in Fig. 2 is suitable for controlling the trackwayapparatus in a system of this type. Referring to this view, the sectionA-C is divided as before into two sub-sections A-B and BC. The signalsS2, S2, S and S* and the line relays H^ and HC are controlled in thesame manner as in Fig. 1. The track relays R^and RC, responsive to truckcircuit current, are connected across the left-hand end of sub-sectionA-B and right-hand end of sub-section B-C in a manner similar to theconnection of the corresponding parts in Fig. 1 Associated with linerelay H^ is a stick relay KA which is normally de-energized but isarranged to be energized when any portion of a west-bound tram occupiesthe section to the left of point A. In similar manner a normallyde-energized stick relay KC associated with line relay HC is arranged tobe energized when any portion of nn eastbound train occupies the sectionto the right of point C. The circuits for controlling the stick rela-ysK^ and KC are the same as are customarily used in absolute permissiveblock signaling systems and since the form no part of the presentinvention have omitted themfrom the drawing for the sake of simplicity.In addition to the auxiliary relays Dl and D2 located adjacent point Btwo other auxiliary relays Ll and L2 are provided.

For controlling the supply of train controlling current to the trackwa acode transmitting device is provided at jacent the junction of each twoadjacent sub-sections. Referring particularly to the device X, thisdevice comprises a motor 92 which is at times supplied with energy -fromline wires 5 and 52. This motor drives a code wheel 93 which operates acontact finger 95 to move the finger alternately into engagement withtwo fixed contacts 95 and 95". The code wheel 93 also operates a contactvio linger 96 which is moved alternately into engagement with fixedcontacts 96'* and 96b when the code wheel is operated. A second codewheel 94 operates two movable lingers 97 and 98 each of whichco-operates with two fixed contacts. It will be seen that the codewheels 93 and 94 have different num bers of teeth on their periphery sothat when the motor 92 is operated the contact lingers 95 and 96operated by code wheel 93 are driven at one speed and the contactlingers 97 and 98 operated-by code wheel 94 are driven at a differentspeed.

Relay D2 adjacent point B is provided withl a circuit which may betraced from line wire 42, through wires 60 and 61, back contact 62` ofrelay RC, wires 63 and 64, winding of relay D2, Wire 65, contact 35-36of cir cuit controller W, wire 66, front contact 67 of line relay HA,wire 68, front contact 69 of relay RA, and wires 70 and 71 to line wire4. This circuit is provided with a branch which passes from wire 63,through wire 72, winding of relay L2, wire 73, front contact 74 of relayKA, wire 75, back contact 67 of relay HA, wire 68, front Contact 69 ofrelayRA, and wires 7 0 and`71 to line wire 4. It follows that when relayRC is de-energized and when relay RA is energized, relay D2 is energizedif signal SA indicates caution or proceed and line relay HA isenergized, but it' line relay HA is deenergized, relay L2 is energizedif relay KA is picked up. The circuits for relays D1 and L1 are similarto those just described for relays D2 and L2 and will be understood fromthe drawing without tracing them in detail.

The motor 92 of coding device XB is normally cle-energized but whenrelay D2 becomes energized this motor is connected across wires 5 and 5athrough front contact 101 of relay D2. If relay L2 is energized, currentis supplied to motor 92 over front Contact 102 of this relay. In similarmanner the motor 92 is provided with two other circuits, one includingfront contact 103 of relay D1 and the other including front contact 104of relay L1. It follows that the motor 92 of device XB is energized whenany one of relays D2, D2,L1 or L2 is energized. Track circuit currentand train controlling current are at times supplied to sub-section B-Cthrough the single transformer T22. -When relays D2 and L2 are bothde-ener gized, the circuit for transformer TB2 passes from line wire 4,through wires 105 and 106, back contact 107 of relay L2, wire 108. backContact 109 of relay D2, wire 110, primary of traiisformer T2 and wires111 and 112 to lim` wire 42. Under these conditions uninterrupted trackcircuit current is supplied to therails adjacent the leftdiand end ofsub-section B-C-- Ii" relay D2 becomes en ergized. however, the closing'of front contact 101, energizes the motor 92 of device X2. Contactfinger 97 therefore nswings alternately into engagement with contacts97* and 97 b. Each time contact 97--97 is closed, current flows fromline wire 5, through wires 118, 119, 120 and 121, front Contact 122 ofrelay D2, wire 123, contact9797, wire 115, front contact 109 of relayD2, wire 110, primary of transformer T22, and wires 111, 124 and 125 toline wire 52. Under these conditions, therefore, alternating traincontrolling current is supplied to the rails of sub- T 1s circuit isclosed, however, only when contact 97-97 is closed and when contact9797b is closed, current flows from line wire 4, through wires 105, 113and 114, contact 97-97", wire 115, front contact 109 of relay D2, wire110, primary of transformer T22, and wires 111 and 112 to line wire 42.When relay D2 is energized, therefore, current is su plied to subsectionB-C in the form of a ternate impulses of track circuit current and traincontrolling current. Current supplied to the trackway in the manner justdescribed I will hereinafter term the proceed code. When relay D2 isde-energized and relay L2 is energized motor 92 is operated by currentsupplied thereto over front contact 102 of relay L2. Un der theseconditions an impulse of train controlling current is supplied to theprimary of transformer TB2 each time contact 95-95EL is closed,rover acircuit which may be traced from line wire 5, through wires 118, 119 and126, front contact 127 of relay L2, wire 128, contact 95--95A, wire 117,front contact 107 of relay L2, wire 108, back contact 109 of relay D2,wire 110, primary winding of transformer T132, and wlres 111, 124 and125, to line wire 5*. When the contact finger 95 swings in the otherdirection, current flows from line wire 4,l through wires 105, 113, and116, Contact 95-95", wire 117, front contact 107 ofrelay L2, wire 108,back contact 109 of relay D2, wire 110, primary of transformer T22 andwires 111 and 112, to line wire 42. Under these conditions current is suplied to the rails of sub-section B-C in t e form of alternate impulsesof train controlling current and track circuit current, but thefrequency of these impulses is different from the frequency of theimpulses corresponding to the proceed code and I will therefore ternithe current supplied to the trackway under the conditions thus describedthe caution7 code. The relays Dl and L1 control the supply of current tosub-section A-B through the transformer TB2 in a manner similar to thatjust described in connection with the control of the supply of currentto sub-section B-C by relays D2 and L2.

Y Train controlling current is at times supplied to the rails adjacentthe left-hand end of sub-section A-B through transformer EA, the primaryof which is provided with two circuits. The circuit for the proceed codemay be traced from line wire 5, through wire 76, back contact 77 ofrelay RA, wires 99 and 7 9, contact 98-98b ot' device XA, wire 80.,Contact 35-36 of circuit controller VA, wire 81, 'front contact 82 ofrelay HA, wire back contact 8e of relay RA, wire 85, primary oftransformer EA, and wires 86 and 87 to line wire 5'1. The motor 92 ofdevice XA is supplied with energ over back contact 77 of relay RA and itollows that when realy RA is de-energized, section A-B is supplied withthe proceed code if relay HA is energized and signal S* indicatescaution or proceed. Transformer IGA is provided with another circuitwhich may be traced from line wire 5, through wire 76, back contact 77of relay RA, wires 99 and 79, contact 96-96", wire 88, front contact 89of relay KA, wires 90 and 91, back contact 82 of relay HA, wire `83,back contact 84 of relay RA, wire 85, primary of transformer EA, andwires 86 and 87 back to line wire 5*. The circuit just traced isprovided with a branch which passes from wire 90, through wire 100, andcontact 35-37 of circuit controller VA closed when signal S4 is in itsstop position wire 81, and front Contact 82 back to wire 83. yItfollows, therefore, that if relay R* is cle-energized no traincontrolling current is supplied to the rails of subsection AfB if relayKA is de-energized. If, however, relay KA closed, the caution code issupplied to sub-section A-B if signal S* indicates stop or if lin'erelay HA is ie-energized. The circuits for transformer EC are similar tothose just described for transformer EA and will be apparent from thedrawing.

As shown in the drawing the relays HA and HC are both energized and allof the signals S indicate proceed. Relays KA and KC are bothde-energized and the section A-C is unoccupied. Relays RA and RC areenergized, relays D1, D2, L1 and L2 all de-energized so that the codedevices X are all de-energized and track circuitl current is suppliedwithout interruption to the 'right-hand end of sub-section A-B and tothe leftehand end of sub-section B-C. I will now assume that a westboundtrain moves through the stretch of track shown in the drawing. When thistrain enters sub-section B-C relay RC becomes de-energized, therebyclosing, at contact 62 thereon, thecircuit for relay D2, which thereuponbecomes energized. The motor 92 of device XB is, therefore, energizedand the proceed code is supplied to the left-hand end of sub-section'E2-C, so that the train is supplied with the proceed code as it.proceeds through subsection 'B-C- I will now assume that the trainbacks out of subsection B-C or leaves the section by a siding not shownin the drawing. The next impulse of track circuit current supplied tothe rails of the subsection will energize relay RC, thereby opening backcontact 62 and rie-energizing relay D2 to restore the apparatus to itsoriginal condition. If the wfstbound train coutinues into sub-sectionA-B, the de-energization of relay RA energizcs motor 92 of code deviceXA and completes the circuit over which proceed code is supplied to theprimary of transformer EA. The train, therefore, receives a proceedindication as it proceeds through the sub-section A-B.

After the rear of the train has passed out of sub-section B-C, the nextimpulse of track circuit current sup lied to relay RC energizes vthisrelay as be ore to restore the apparatus associated with sub-section B-Cto its-normal condition. In similar manner when the train passes out ofsub-section A-B, the relay RA becomes energized by track circuit currentsupplied thereto by transformer TD1, thereby interrupting the circuitfor motor 92 of relay XA which includes back contact 77 of relay RA.

I will now assume that a westbound train occupies the section to theleft of point A, and that a second westbound train moves through thestretch of track shown in the drawing. lVhen this second train enterssubsection B-C relay RC opens as before but relay HA is nowde-energized, signal S* is at stop, and rela KA is energized. As aresult, relay L2 pic s up, thereby supplying current to transformer T inaccordance with the caution code. In similar manner when. the trainenters sub-section A-B, the de-energization of relay RA operates tosupply caution code'to transformer EA. I will now assume-that aneastbound train is located between the point A and the first sidin tothe left of this point. Relay -HA is, there ore de-energized but relayKA is also de-energized so that should a westbound train entersubsection B-C under these conditions, relays D2 and L2 would bothremain de-energized and no train controllin current would be supplied tothe rails o section BC. In simllar manner should this westbound trainenter sub-section A-B the train controlling circuits for transformer EAwould remain open so that no train controlling current would be suppliedto sub-section Af-B.

Furthermore, should sub-section A-B be occupied by a train, relay RAwould be deenergized and if ar westbound train entered sub-section A-Bunder these conditions, relays Dz and L2 would both remain de-energizedand no train controlling current would be supplied to such westboundtrain.

The operation of the a paratus for eastbound movements is exact y thesame as has been described in connection with westbound movements andwill be understood from the drawing without further explanation.

Although I have herein shown and defrequency to the rails of thesection, a first track relay connected with the rails and responsive totrack circuit current but not to train controlling current, a secondtrack re-4 5 lay havin two windings one connected with the rail o thesection, means operating when the 'first track relay is (le-energized tosup-

